Track shunting apparatus



July 7, 1936. P. P. solNsK:

TRACK SHUNTING APPARATUS Filed May 16, 1934 2 Sheets-Sheet l Inrulazed body of vehicle Inralated From body of vehicle 1 INVENTQR Paul P. Sosmslu. BY ,l f'- H16 1 ATTORNEY y 7, 1936- P. P. SIOSINSKI 2,046,908 I TRACK SHUNTING APPARATUS Filed May 16, 1934 2 Sheets-Sheet 2 2 I I G S .51 IT .52 l I q- 40in 3 i C i a:

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v BX C'X mvzuro Paul RSosens z 4 aim/$1M HIS ATTORNEY Patented July 7, 1936 n U v:.-

UNITED ,s TATEs My invention relates to track shunting apparatus, and more particularly to apparatus for providing track circuit shunting'by light weight rail vehicles. v

'I will describe a few forms of apparatus 'embodying my invention, andwlllthenpoint outjthe novel features thereof in claims.

In the accompanying drawings, Fig. Us a dia- 7 grammatic view showing one form of apparatus embodying my invention. FlgsJZ, 3 and 4 are diagrammatic views showing modified forms of the apparatusillustratedin Fig. Lalso embodying my invention. f

Similar reference characters "refer to similar parts in each of the several views. a

Referring first "to Fig. 1, I have shown two rails 1-4 which make up astretch ofrailway track divided by insulated joints to form a track .section 2-3 having a source of current I connected across the ralls'at one end of "the section, and-a track relay 5 connectedacross the rails at the other end of the section. The remainingapparatus which is shown in thisfigure is carried on the rail vehicle or is a part of the vehicle itself.

On the vehicle is a source S which-supplies mir rent to a motor M which, in turn, furnishes the motive power for the alternating currentgenerator G. Consldering the left-hand portion of the figure, current from generator'G supplied to the primary winding 18 of transformer T, through the reactor X which limits the drain on generator G when a low resistanceshunting path is established by the shuntin aromas. The reference characters 6, 1,8 and {designate four wheels of the vehicle, joinedby the axles [0-H and i2i3, to form two shunt-pathsibetween the rails l-l. Mounted on the axle illl I andin. electrical contact therewith, at a point. approxi: mately half-way between the wheels 16- 1, is a collector ring I4 with whicha stationary brushili makes contact as the vehicle moves alongvthe track. Mounted on the axle "-13 is a similar collector ring IB having a brush f'lbearing' there:

on. a When tranformer Tis energized, the secondary winding 19 causes rail film breakdown current to flow over two rail paths, as indicatedby the arrows, which I shall conveniently term paths A and B. Path A maybe traced mm the .posi-' tive terminal of winding 19, brush n, collector ring I 6, axle I2, wheel 8, rail portion A, wn'eers. axle l0, collector ring [4, and'brush 15, to the negative terminal of winding.-'I'9.LP-ath Blincludes winding 19, brush 'l'l, "colleetorlr-ing {l6} axle "I3, wheel 9, railportio'n B, 'wheel 'l, axle ll,

collector ring l4, and brush IE, to the winding IS. The energy 'deliveredby winding I9 is sufficient to break down the high resistance rail film which mayexist on the rail surface. When the film is broken down in both of the rail paths traced above, two-'low-resistance shunting paths will exist between rails P-l by way of the wheel pairs 6 -1 and fl- -il'an'd' their associated axles. The axles 'l0 -H and I2-l3 are insulated from the body ofthe vehicle in order to'confine the film breakdown current" to the railpaths. 7

"Due to the symmetry of the two rail paths A and B,"and'after the film has been broken down at each ofth'e wheel pairs G- -T and 8-9, the

' division dithe breakdown current will be substantially equal in the two paths. Under this condition, theindicating relay K will be ener glzed, closing frontcontact 20 to energize an indicator lamp L, and'at thesame time opening back contact 2 l' to remove the shunt circuit which includes resistor R from around the currentlimiting reactor X. Thus, the reactor will be fully eirective inlimiti g, the current drawn from generator 'G at such times as both rail paths A and B are 'broken down. Indicating relay K is a twoeleme'nt relay having the windings 23 and 24 which are energize'd'irom transformer windings 25 andltirespectively. These transformer'windings are wound on cores 21. and 28, respectively,

which'iencircle the axle portions I0 and II. The current from generator G, in passing through the 'axleportions I0 and II, causes a flux to be setup in each of the cores 21 and 28 whereby currents are inducedin the windings 25am 26 in accordance with the well known axle transformer jprinciple. Resistor '29 is connected in serieswlth winding 24 to, obtain proper splitphasing of'the currents in' the two windings of relay K. Relay K is so designed as to pick up only'jjwhen 'thebreakdown currents in paths A andB, and consequently in axle portions i0 and H, are of normal magnitude and are approximately equal; and to release when a predetere mined liecreasein oneor the other or both 0! these two currents occurs.

In order to insure that a rail film breakdown potential will be maintained in both rail paths A and B and that the currentldivision between these ,two paths will be approximately equal, I havefiprovided two axle transformers BT and BT which I-v shall term balancingtransformers. These two transformers are substantially alike in characteristics, and the output windings 3|] and ii are'so' connected'with each other that normally', when the currents in the axle portions [0 collapse of the breakdown voltage in the other path. Consequently, voltage will normally be effective to maintain both paths broken down, thus establishing the two low resistance axle shunting paths from one to the other rail of the track.

If desired, windings 25 and 26 which energize relay K may be placed on the respective cores of the balancing transformers BT and BT, thuseliminating the cores 21 and 28. Also, relay K may be made slow-acting to prevent response of the indicator L during a momentary loss of shunt. It is not essential that both transformers BT and BT be placed on the same axle, provided one transformer responds to current in path A, and the other to current in path B. I

The apparatus at the right-hand end, of the car as viewed in the figure is identical with the apparatus at the left-hand end which has just been described. The instantaneous polarities of the two secondary windings of transformers T and T respectively, should be as indicated in the drawings, so that there will ordinarily be no breakdown current flowing in the rail paths C and D. Conductor E is a low impedance cable which joins the mid-points of the secondary windings of transformers T and T Thepurpose served by conductor E is to provide an auxiliary shunting path which is particularly useful in case one of the rail paths A or B should fail to break down. For example, assuming that path 13 has failed to break down and that path A, andalso path B at the right-hand end of the car, have been broken down, then a shunting path will exist from rail portion A,'by way of axle portions In and I2 and conductor E, to the rail portion B It will be noted that should section 2--3 be provided with an alternating instead of a direct current track circuit, the reactance potential drop due to the flow of track circuit current will be neutralized in the two halves of each of the windings I 9 of transformers T and T thus rendering the auxiliary shunting path through conductor E one of comparatively low impedance. The use of conductor E is, of course, optional. When alternating current track circuits are used, the frequency of generator G should be sufiiciently different from the track circuit current frequency to prevent interference by the breakdown current with the operation of the signaling equipment.

Referring now to Fig. 2, the apparatus shown in this figure is practically the same as that shown in Fig. 1, with the exception that transformers T and T of Fig. 1 have been combined into one transformer T Generator G is a relatively low frequency, low voltage and high current generator, whereas generator G is a relatively high frequency, high voltage and low current generator. The reason for using the two generators is to economize the energy of source S, which advantage is obtainable in this manner because the high breakdown current of generator G is supplied at very low voltage, the generator G furnishing the required break-down potential without appreciable current. Thus, the voltampere demand of the system is much lower than if one generator such as G of Fig. 1 is used.

The path of the breakdown current in Fig. 2 is indicated by the solid arrows and may be traced from the plus terminal of secondary winding 32 of transformer T wire 33, brush I1, axle portion I2, 'wheel 8, rail portion A, wheel 6, axle portion I0, brush I5, wire 34, reactor X, secondary winding 35 of transformer T wire 36, brush 3?, axle portion 38, wheel 39, rail portion A wheel 40, axle portion 4I, brush 42, and reactor X to the minus terminal of Winding 32. It will be noted that windings 32 and 35 are seriesaiding in this path. At brushes I! and 31, in the path traced above, in addition to the paths through rail portions A and A of the upper rail I, there branch out also the parallel paths through portions B and B of the lower rail I as indicated by the solid arrows. Therefore, due tothe potential of windings 32 and 35 and the action of the balancing transformers BT, B'I BT and BT", the resistance film will be broken down at all eight of the car wheels illustrated, whereby four axle shunting paths will be available, as in Fig. 1.

Winding 32will also tend to cause current to flow in the path indicated by the dotted arrows, and which includes I2, 8, C, 40, and 4|, for the upper rail; as well. as in the parallel path for the lower rail which includes I3, 9, D, 43, and 44. Similarly, winding 35 will tend to cause current to flow in the path which includes 38, 39, A C, A, 6, and I0; and also in the parallel path which includes 45, 46, B D, B, I, and II. It will be noted that the currents in rail portions C and D tend to neutralize each other, so that the flow of the breakdown current will be chiefly confined to the rail portions A, B, A and B included in the'four axle paths I2, 8, A, 6, I0; I3, 9, B, I, II; 38, A 40, 4|; and 45, 46, B 43 and 44, respectively.

Connected in series with primary winding 48, which is energized from generator G is a condenser 41. This condenser offers low impedance to the high frequency current from generator G but ofiers high impedance to the low frequency current from generator G thus preventing the circuitof winding 48 from drawing an appreciable'amount of current from the other primary winding 49. If the power-saving feature is deemed'to be unimportant, generator G and winding 48 can be eliminated, provided the voltage of winding 49 is suitably increased.

If desired, instead of connecting winding 32 across the pair of inner axles, and connecting winding 35across the outer axle pair, the connections of these windings with the left-hand or right-hand axle group can be interchanged, so that the windings will then be connected between an axle of. the inner pair and an axle of the outer'pair." Also, a low impedance conductor I5 can be used for joining the mid-points of windings 32 and 35, to provide an additional shunting path, in the manner of conductor E of Fig. 1,

Referring now to Fig. 3, the arrangement shown therein combines certain of the features of the apparatus of Figs. 1 and 2. In Fig. 3, the balancing transformers are not used, dependence being "placed on the high frequency generator G for maintaining a sufliciently high breakdown potential to insure a breakdown in both pairs of rail paths A, B; and A B Winding I9.of transformer T furnishes the breakdown current for the path l2, 8', A, 6, and ID, as well as for the parallel path l3, 9,13, 1, and II. Similarly, the corresponding winding 19 of transformer T furnishes the breakdown frequency current flows in opposite directions in the, two halves of each secondary winding IS, the impedance of these windings to the flow of this current is substantially neutralized. Under normal conditions, the high frequency current will flow in each of the following four rail paths: l0, 6, A, C, A 33, 38; I2, 8, C, 40, 4|; ll, 1, B, D, B 46, and I3, 9, D, 43 and 44.

Once the rail film is broken down by the potential of transformer T the current which flows from transformers T and-T will provide four low resistance axleshunting paths from rail 1 to rail l, as in Figs. 1 and 2. An auxiliary shunting path will also exist by way of wire 5|,

winding 50, and wire 52, in the same manner as previously described in connection with conductor E of Fig. 1.

I Referring now to Fig. 4, I have shown one manner in which my invention can be applied to a car of the rubber-tired type, for example. In Fig. 4, the rail brush pairs '5556 and 59-6ll, joined by cables 53, 54, and 51, 58, respectively, replace the left-hand wheel and axle pair of the previous figures insofar as shunting purposes are concerned. In a similar manner, two brush pairs, each joined by a shunting cable, take the place of the right-hand wheel and axle group.

The rails of track section 2 '-3 are supplied with alternating signaling current from a source BX-CX, by means of a track transformer 62, for the purpose of energizing the alternating current track relay 6|. The frequency of the source G on the car is sufficiently different from the frequency of the wayside source BX-CX to prevent false operation of the track relay. Windings 25 and 26 which energize the indication relay K are shown wound directly on the cores of the respective balancing transformers BT and BT although separate cores, as in Figs. 1 and 2, may be used. The single transformer T furnishes the breakdown current for the shunting equip ment at both ends of the car. Secondary winding 63 of transformer T furnishes the breakdown energy for the path which includes reactor X, wire 51, brush 59, rail portion A, brush 55, wire 53, and wire 64. This winding also energizes the parallel path 58, 60, B, 56, and 54. Similarly, winding of transformer T energizes the two paths 66, 61, A 68, 69; and 10, 1|, B 12, 13. The mid-poi'ntsof windings 63 and 65 are joined by a heavy conductor 14 which perform a similar function to that performed by conductor E of Fig. 1..

Conductors 53 and 54 which comprise apart of the one-turn primary winding for transformers BT and BT can be looped around the cores of the respective transformers for the purpose of forming a primary winding of a. number of turns, if desired. The number of turns which can be used is determined, in part, by the. amount of impedance to signaling current which can be safely inserted in the shunting path from brush 55 to brush 56. Since the path. from brush 59.110 brush 6!] is practically free of impedance, some impedance can be tolerated in the former path.

It will be readily understood that the apparatus illustrated in Figs. 1,2 and 3 is not limited to steel-wheeled vehicles, as this apparatus-may be applied, as well, to rubber tired vehicles by substituting the shunting cables of Fig. 4 for the wheel and axle groups, of the first three figures. Also, in any of the embodiments of my invention illustrated in the drawings, the track circuit source of energy may be either direct or alternating current.

I do not claim as my invention the means for increasing the voltage applied to the breakdown circuit or for increasing the short circuit current therein, as such inventions are disclosed and claimed in the copending applications, Serial No. 629,030, filed 'August 16, 1932, by Howard A. Thompson, and Serial No. 678,629, filed July 1, 1933, by Bernard E. OHagan, respectively. Also, I do not. claim as my invention the use of two sources, one of high potential and low current capacity and the other of low potential and high current capacity for maintaining a low resistance track shunting path without an excessive expenditure of energy, as such invention is disclosed and claimed in the copending application Serial No. 650,300, filed January 5, 1933, by Charles W. Butler and Bernard E. OHagan.

Although I have herein shown and described only a few forms of apparatus. embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination with a section of railway track and a rail vehiclethereon, two track'shunts for said track, each including a pair of running wheels of the vehicle and anaxle electrically insulated from the vehicle body, a source of current on the vehicle, two rail film breakdown paths one of which includes said source and one half of each of said two track shunts with the rail portion therebetween, and the other of which includes said source andthe remaining half of each of said two track shunts with the rail portion therebetween, and means effective when the film breakdown current in said one path decreases below the value of the current in said other path for increasing the breakdown current in said one path;

2. In combination with a section of railway track and a rail vehicle thereon, two track shunts for said track, each including a pair of running wheels of the vehicle and an axle electrically insulated from the vehicle body, a source of current on the vehicle, two rail film breakdown paths one of which includes said source and one half of each of said two track shunts with the rail portion therebetween, and the other of which includes said source and the remaining half. of each of said two track shunts with the rail por tion therebetween, and means effective when the film breakdown current in either of said two paths decreases below the value of the current in the remaining path for increasing the breakdown current in the lower current path.

3. In combination with a section of railway track and a rail vehicle thereon, two track shunts for said track, each including a pair of running wheels. of the vehicle and an axle electrically insulated from the vehicle body, asource of ourrenton the. vehicle,.two rail film breakdown paths one 'of 'which includes said source and a portion of each of said two track shunts with the rail portion therebetween, and the other of which includes said source and the remaining portion of each of said-two track shunts with the rail portion therebetween, and means effective when the film breakdown currents in said two paths become unbalanced for restoring a balance between said currents.

4. In combination with a section of railway track and a rail vehicle thereon, two track shunts for said track, each including a pair of running wheels of the vehicle and an axle electrically insulated from the vehicle body, a source of current on the vehicle, two rail film breakdown paths one of which includes said source and a portion of each of said two track shunts with the rail portion therebetween, and the other of which includes said source and the remaining portion of each of said two track shunts with the rail portion therebetween, means effective when the film breakdown currents in said two paths become unbalanced for restoring a balance between said currents, and an indicator for providing an indication when the currents in said two paths are balanced.

5. In combination with a section of railway track and a rail vehicle thereon, two track shunts for said track, each including a pair of running wheels of the vehicle and an axle electrically insulated from the vehicle body, a source of varying current on the vehicle, two rail film breakdown paths one of which includes said source and a portion of each of said two track shunts with the rail portion therebetween, and the other of which includes said source and the remaining portion of each of said two track shunts with the rail portion therebetween, and two balancing transformers one for each of said two paths, said transformers being energized from the breakdown current in the respective path and having their output windings connected together in such manner as to aid in' maintaining a balance between the breakdown currents in said two paths.'

6. In combination with a section of railway track and a rail vehicle thereon, two track shunts for said track, each including a pair of running wheels of the vehicle and an axle electrically insulated from the vehicle body, a source of varying current on the vehicle, two rail film breakdown paths one of which includes said source and a portion of each of said two axle shunts with the rail portion therebetween, and the other of which includes said source and the remaining portion of each of said two axle shunts with the rail portion therebetween, and two axle transformers one for each of said two paths, said transformers being energized by the axle current flowing in the respective path and having their output windings connected together in such manner as to aid in maintaining a balance between the breakdown currents in said two paths.

7. In combination with a section of railway track and a rail vehicle thereon, two axle shunts for said track, each including a pair of running wheels of the vehicle and an axle electrically insulated from the vehicle body, a source of varying currenton the vehicle, two rail film breakdown paths one of which includes said source and a portion of each of said two axle shunts with the rail portion therebetween, and the other of which includes said source and the remaining Portion of each of said two axle shunts with the rail portion therebetween, two axle transformers one for each of. said two paths, said transformers being energized by the axle current flowingin the respective path and having their output windings connected together in such manner as to aid in maintaining a balance between the breakdown currents in said two paths, an auxiliary winding on the core of each of said two transformers, and an indicator controlled by current from both said auxiliary windings.

'8. In combination with a section of railway track and a rail vehicle thereon, a first pair of track shunts at one end of the vehicle, a second pair of track shunts at the other end of the vehicle, a source of current on the vehicle, a first winding energized from said source, two rail film breakdown paths one of which includes said first winding and a portion of each of the two track shunts comprising said first pair as well as the rail portion therebetween, and the other of which includes said first winding and the remaining portion of each of the two track shunts comprising said first pair as well as the rail portion therebetween, a, second winding energized from said source, two additional rail film breakdown paths one of which includes said second winding and a portion of each of the two track shunts comprising said second pair as well as the rail portion therebetween, and the other of which includes said second winding and the remaining portion of each of the two track shunts comprising said second pair as well as the rail portion therebetween, and a low impedance connection joining the mid-points of said first and second windings for providing an auxiliary shunting path from one to the other rail of said track.

9. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a first source of film breakdown current on the vehicle, a first breakdown circuit joining two of said track shunts and including said first source, a second source of film breakdown current on the vehicle, a second breakdown circuit joining the remaining two of said track shunts and including said second source, the relative polarities of said two sources being arranged in such manner that current from said two sources will flow in the rail portions included between the spaced shunts which comprise end pairs of said track shunts but will be substantially neutralized in the intervening rail portions, thereby lowering the impedance of said first and second circuits to the flow of breakdown current from said two sources.

10. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a source of film breakdown current on the vehicle, a first winding energized from said source and joining two of said track shunts for impressing a breakdown potential across the rail portions included between said two track shunts, a second winding energized from said source and joining the remaining two of said track shunts for impressing a breakdown potential across the rail portions included between said two remaining track shunts, and a low impedance connection joining said first and second windings for providing an auxiliary shunting path from one to the other rail of said track.

11. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a source of film breakdown current on the vehicle, a transformer having a primary winding energized from said source and having two secondary windings, a first circuit joining two of said track shunts and includingof said track shunts and including the other one of said secondary windings, and a second circuit joining the remaining two of said track shunts and including the other of said secondary windings, the polarities of said two secondary windings being arranged in such manner that the breakdown current supplied by said secondary windings will flow in the rail portions included between the spaced shunts which comprise end pairs of said track shunts but will tend to be neutralized in the two intervening rail portions.

12. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a source of film breakdown current on the vehicle, a transformer having a primary winding energized from said source and having two secondary windings, a first circuit joining two of said track shunts and including one of said secondary windings, and a second circuit joining the remaining two of said track shunts and including the other of said secondary windings, and a low impedance connection joining the mid-points of said two secondary windings for providing an auxiliary shunting path from one to the other rail of said track.

13. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a first low frequency source of high current and low voltage on the vehicle, a second high frequency source of high voltage and low current on the vehicle, a transformer having a first and a second primary winding energized from said first and second sources respectively and having two secondary windings, a first circuit joining two of said track shunts and including one of said secondary windings, and a second circuit joining the remaining two of said secondary windings.

14. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a first low frequency source of high current and low voltage on the vehicle, a second high frequency source of high voltage and low current on the vehicle, a first and a second winding each energized from said first source, a third winding energized from said second source, a first circuit joining two of said track shunts and including said first winding, a second circuit joining the remaining two of said track shunts and including said second winding, and a circuit joining the mid-points of said first and second windings and including said third winding.

15. In combination with a section of railway track and a rail vehicle thereon, four spaced track shunts on the vehicle connected from one to the other rail of said track, a first low frequency source of high current and low voltage on the vehicle, a second high frequency source of high voltage and low current on the vehicle, a first and a second transformer each having a primary winding energized from said first source, a third transformer having a primary winding energized from said second source, a first circuit joining two of said track shunts and including the secondary winding of said first transformer, a second circuit joining the remaining two of said track shunts and including the secondary winding of said second transformer, and a circuit joining the mid-points of said two secondary windings and including the secondary winding of said third transformer.

PAUL P. SOSINSKI. 

